Transmission control



Feb. 19 1924.

Filed Oct. 22. 1920 5 Sh'eetS-Sheet 1 E'EEEE Feb. 19, 1924. 1,484,301

c. B. PUNK 4 TRANSMISSION CONTROL Filed Oct. 22. 17920 5 Sheets-Sheet 2m R a 0) k II' bo 'M w m Q a) m w N w B Q1 M1 W? Z "3 o w I W Lx. i i

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c. B. FuNK TRANSMISSION CONTROL Filed Oct. 22. 1920 5 Sheets-Sheet 51,484,30l 'eb. 19 1924. c B FUNK THANSMISSION CONTROL Filed Oct. 22 19205 Sheets-Sheet 4 Feb. 19, 1924. 1,484,8o1

` C. B. FUNK TRANSMISS ION CONTROL Filed Oct. 22 1920 5 SheetsfiShet 5Parma! Feb. 19, 1924.

UNITED STATES CABLYLE B. PUNK, 0]!| CHICAGO, ILLINOIS.

TRANSMISSION CONTROL.

Application med October 22, 1920. Serial Ho. 418,649.

To all 'whom it may concern:

Be it known that I, CARLYLE B. FUNK, a citizen of the United States, anda resident of the city of Chicago, in the county of Cook and State ofIllinois, have invented certain new and usefnl Improvements in aTransmission Control; and I do hereby declare that the following is afull, clear, and exact description of the same, reference being had tothe accompanying drawings, and to the numerals of reference markedthereon, which form a part of this specification.

This invention relates more particularly to an improved type of vehicletransmission control mechanism wherein the speed change gears of atransmission are set by means of a control lever on the steering wheelsector for positive actnation by a clutch pedal.

It is an object of this invention to provide a transmission controlwherein nonshiftable herringbone gears which normally idle on themainshaft are adapted to be locked to the mainshaft for co-action withherringbone gears secnred on the transmission countershaft by o rationof an adjnstable cam shaft mec anism.

Another object of the invention is the constrnction of a transmission'control wherein non-shifting intermeshing herringbone gears on atransmission mainshaft and countershaft are adapted to be selectivelyconnected in Operating relation by means of shiftable clutch collarsoperable by a shiftable and rotatable cam shaft mechanlsm.

It is also an object of this invention to provide a transmission controlmechanism wherein a cam shaft is first adapted to be slidably set by asteering wheel leverL with respect to a transmission mechanism and thenrotated by Operating a clutch pedal to cause a selective adjnstment ofthe transmission.

A further object of the invention is to provide a transmission having acam shaft adapted to be shifted to efiect a desired speed change when aclutch pedal is actnated. a

It ,is furthermore an object'of this invention to provide a transmissioncontrol wherein a cam shaft is adapted to be set by Operating a controlarm on the steering wheel of a vehicle whereby' operation of a clutchpodal acts to rotate the cam shaft in its adjnsted osition and therebycause the same toshi one of the transmission rods to move a collar onthe transmission main shaft into looking engagement with a main shaftgear which meshes at all times with a w gear secured on the transmissioncountershaft.

It is a further object of this invention to construct a positivelyacting transmission control the shifting forks of which are cam actuatedto shift clntch collars into locking engagement with a clutch on aclntch shaft or into looking engagement with the clutch teeth ofnon-shiftable gear niechanisms to effect speed changes.

It is an important object of this invention to provide a transmissioncontrol having a cam shaft adjustably mounted above a transmission, saidcam shaft having formed thereon a plurality of neutralizing canisseparated by positively acting cams whereby any desired speed changeadjnstment of the transmission may be obtained by first setting the camshaft and then rotating the same to operate the transmission.

Another important object of the invention is to provide a transmissioncontrol device wherein a cam shaft is positioned to co-act with camframes on transmission shifter rods to cause a selective operation ofthe transmission to take place when the cam shaft is set by o eration ofa steering whdeell level' and by epression of a clutch e a p Other andfurther important objects of this invention will be apparent from thedisclosurcs in the specification and the accompaning drawings. i

T e invention (in a preferred form) is illustrated in the drawings andhereinafter more fully described.

On the drawings:

Figure 1 is a side elevation of a transmission device embodying theprinciples of this invention.

Figure 2 is an end view thereof.

Figure 3 is an enlarged longitudinal section taken on line 3-3 of Figure2 showing parts in elevation.

Figure 4 is an enlargedf'transverse section taken on line 4-4 of Figure3, with parts in elevation.

Figure 5 is an enlarged fragmentary detail section taken online 5-5 ofFigure 4 with parts in elevation.

Figura 6 is a side elevation of the mechanism connecting the brake pedalwith the cam shaft.

Figura 7 is a developed plan of the transmiss1on control mechanism forsetting the cam shaft.

Figure 8 is an enlar ed detailed section taken on line 8-8 of igure 6with parts in elevation. i

Figure 9 is an enlar ed front view of one of the mainshaft herrmgboneclutch gears.

Figure 10 is a side view thereof.

Fi re 11 is an enlarged side elevatiou part y broken away of the rackand gear meehanism for Operating the cam shaft.

Figure 12 is an enlarged end view of one of the mainshaft shifterollars.

F igure 13 is an enlarged end view of another of the mainshaft shiftercollars.

As shown on the drawings:

The i reference numeral 1 indicates an automobile flywheel casin havinga flywheel 2 mounted therein. onnected to coact with the flywheel 2 is aclutch 3 enclosed by a housing 4. Projecting through the endof theclutch housing 4 is a clutch shaft 5 which projects into a transmissioncase or housing 6 formed on the end of the clutch housing. Formed on thecover or top 12 of the transmission casing 6 is a box `or hood 7provided with a removable cover 8.

The improved transmission and the control means for Operating the sameis clearly illustrated in F igures 3 and 4 and comprlses two arallelshifter rods 9 and 10 which are slida ly mounted in guide sleeves 11 ofthe transmission case 6; Each 'of the shifter rods 9 and 10 is providednear one end with a plurality of notches 13 to permit spring Controlledpins 14 to releasably en age therein to hold the shifter rods 9'an 10set in their adjusted positions against accidental Shifting. Secured oneach of the shifter rods 9 and 10 are the two spaced sleeves ,15 and 16of a frame or yoke embracing` upright arms 17 and 18 connected at thetop by a cross beam 19. The Shift frame's are disposed to slide in guidegrooves provided between guide strips 20 secured on the inner surface ofthe box cover 8. Each of the Th shifter frame arms 17 and 18 are shapedto aiford curved projections or cams 21 on the inner edges therebf.Rigidly secured on the' bottom of the sleeve 15 of one of the shifterframes is a shifter fork 23, while the sleeve 16 of the other shifterframe has a similarly constructed shifter fork 24 secured on the bottomthereof.

The clutch shaft 5 vis supported b a ball bearing 25 mounted in thefront w l of the transmission casing 6.- Integrally formed or rigidlysecured on the rear end of the clutch shaft, within th'e transmiasioncasin are a plurality of tapered inlined c-luti teeth 26. Formed on theclutchl shaft 5 between the ball bearing '25 and the cultch teeth 26 isa clutch shaft gear or main drive herringobne gear 27 which meshes witha or intermediate speed herringbone gear 31,

a first or low speed herringbone gear 32 and a reverse herringbonexgear33. The herringbone gears 28, 31, 32 and 33 are of different sizes, gear28 being the largest and gear 33 the smallest.

Mounted within the transmission casing 6 above and parallel to theeountershaft 29 is a transmission mainshaft 34 the re-ar end ofdwhieh issupported by a ball bearing 35 an wall of the transmission casing forconnection with the automobile propeller or drive shaft. The front endof the transmission mainshaft 34 is of redueed diameter and isjournalled within the rear end of the clutch shaft 5. Rotatably mountedon the mainshaft 34 adjaoent the ball bearing 35 is a compound orcombination clutch gear comprising a. reverse herringbone gear 36 havingtapered or eone shaped clutch teeth or dogs 37 integrally formed at anangle on one side thereof. The reverse herringbone gear 36 is in mes'hwith a reverse idler herringbone gear, not shown but engaged on an idlershaft mounted within an idler Igear housing 36'. The reverse idlerherringbone gear is also in mesh with the mainshaft reverse herringbonegear 33. Rigidly secured in longitudinal grooves in the mainshaft 34 area plurality of splines or keys 38 which project outwardly and have theends thereof chamfered or beveled as at 39. Slidably enga-ged on themain shaft 34 and fittin over the splines 38 is a low and reverse co lar40 provided at each end With integral tapered clutch teeth or dogs 41each having a groove 42 therein adapted to slidably engage over oneofthe .mainshaft splines 38.

e low and revers'e collar 40 is also pro.- vided with a peripheralgroove 43 to receive the shifter fork 24. Rotatably `mounted on the mainshaft 34 adja'cent the low and reverse' collar 40 is a compound orcombination clutch `gear embracing a low speed herringbone gear 44having tapered or cone shaped clutch teeth or do s 45 integrally formedon one side thereo similar to the construction illustrated in Figures 9and 10. The low speed Vherringbone gear 44 is in -mesh with the lowspeed herrin bone ar 32 atV all times and is thus held rom "ftingaxiallyon the main shaft 34. Also rotatably engaged on the transmissionmain shaft 34 adjacent the low speed herringbone gear 44 ls a snfallercompound or combination clutch gear compri'sin a second or inter-.mediate speed herring V4ne' gear 46 having projects outwardly throughthe rearl 'III tapered inclined clutch teeth Or do 47 integrally formedon one side theneo sumlar to the construction shown in Figures 9 and 10.A peri heral groove 48 is provided in the main schaft 34 to receivetheinner ends of pins forming a part'of the gear 47 as illustrated inFigure 3. 'The three herringbene gears 36, 44 and 46 normally idle onthe transmission main shaft. The herringbene gear 46 meshes at all timeswith the herringbone ar 31 and is prevented from slidin axiallg on themain shaft 34. Also provi ed in t e transmission main shaft 34 are aplurality. of longitudinal ooves or slots 49 open at One end t`o' permitthe lugs Or slines 50 Vof a high and intermediate s shifter collar 51 toslidably engage t erein. The collar 51 has integrall formed on each endthereof a plurality o tapered inclined clutch teeth'or do 52. Aperipheral groove 53 is provide in the collar 51 to receive the shifterfork 23 as illustrated in Figure 3. w

As shown in Figures 3 and 4 a cam shaft 54 is slidably supported in thebox 7 transversely above t e shifter rods 9 and 10. One end of the camshaft 54 is squared as atl 55 and slidably projects through a pliaredopening in' a. pinion or gear 56.

e pinion 56 is provided with hubs which are Journalled in the end wall57 Of the box extension 58 and in a metal strap 59 secured to the end ofthe box extension 58 to hold the pinion 56 in place. The pinion 56 isrovided with two mutilated teeth 60 as i ustrated in Figure 11. Mount/edon the exterior of the end vwall of the box extension 58 is a bracket 61to which the lower end of a resilient arm or plate spring 62 isattached. Secured to the upper end of the s ring 62 is a ball 63 adaptedto coact witli the mutilated pinion 56. Integrally formed or rigidlysecured on the shaft 54 are two main or positivel acting Operating cams64 and 65 direc in opposite directions and separated by an intermediateneutralizin cum 22. Also integrally formed on t e shaft 54 and integralwith the operatinglcam 64 is a primary neutralizing cam 66 w ichprojects on opposite sides of said shaft 54. ondary neutralizin cam 67is integrally formed on the sha 54 adjaoent and integral with theOperating cam 65. The secondary neutralizing cam 67 is shorter than theprimary neutralizing cam 66 and also pi'ojects ually On O ite sides ofthe shaft Rigi ly secu on the shaft V54 adjacent the neutralizing cam 66is a` peripherally grooved collar or ring 68 which is adapted to permitslidable adjustment of `the cam shaft with res t to the shifter frames17-19 on the ro s 9 and 10.

The setting or the ad'ustment Of the cam shaft 54 is controlled y acontrol mechanism operable from the steering Wheel of the automobile.Beferring to Figure 7 the reference numeral 69 indicates an automobilesteering wheel colunm on the upper end of which is rigidly secured asector 70 havin a spark lever 71 and a throttle lever 72 a justablyassociated therewith. The steering wheel sector 70 is provided withspacednotches 73, 74, 75, 76, 77 and 78 respectively labelled R, N, 1,2, N and 3 indicatin reverse, neutral, first s eed, second spee neutraland third spee A. contrOl lever 10] is mounted to co-act with thenotched Sector 70. The head 79 of the control lever 101 is rovided witha spring impelled pin 80 apted to enga e in the Sector notches when thecontrol evel 101 is actuated to set the cam shaft. The control lever hasthe inner end thereof rigidly secured on the upper end of a stem or rod81 which is rotatably mounted within the steering wheel column 69.Rigidly connected to the lower end of the stem 81 is one end of an arm82 to the other end of which is pivotally connected one end of aconnecting link 83. The other end of the connecting link 83 is pivotallyconnected to the outer end of one of the arms of a bellcrank 84. Thebell-crank 84 is pivotally supported at the angle portion thereof on astationary su port 85 of the automobile frame. Pivotally attazched tothe end of the second arm of the bell-crank 84 is one end of aconnecting link 86 the other end of which is ivotally connected to oneend of an arm 8 The other end of the arm 87 is rigidly secured on theOuter project'- ing end of a shaft 88 which is journalled in suitablebearings within the transmission case 6. Keyed or otherwise secured onthe shaft 88 within the transmission case 6 is the lower end of a camshaft shifter lever 89 the upper end of which projects into the boxextension 58 and has a in or roller 90 supported thereon to proJect intothe groove of the shifter ring 68 of the cam.V shaft.

Referring now to Figures 1, 6, 8 and 11 of tlie`drawings, an Operatingmechanism is illustrated for rotatably Operating the cam shaft to causeoperation of the transmission shifter rods for a selected Or setposition of adjustment of said cam shaft. The o erating mechanismcomprises an adjustab rack 91 which projects between the strap 59 andthe end wall of the box extension 58 so that the rack teeth mesh withthe teeth of the pinion 56. The rack 91 has one end thereof securelyconnected with an end wall or plate 92 which is removably 'threaded intoan internally threaded end of a tube Or cylinder 93. Slidably projectingthrough an Opening in the closed end of the cylinder 93 is an actuatingshaft or g tie rod 94. A plunger or piston 95 is secnred on the end ofthe actuatin rod 94 within the c linder 93. Disposed within the cylinder93 between the plu'nger 95 and the removable cylinder end plate 92 is acoiled spring 96. Another coiled spring 97 is disposed within thecylinder 93 between the closed end of said cylinder andthe plunger 95.The forward end of the actuatmg rod 94 is pivotally connected to theupper end of a lever or arm 98 the other end of which is ke ed orotherwise secured on a clutch pedalyshaft or rod 99. Secured to the rod99 is a clutch foot pedal 100.

The operation is as follows:

This invention covers an improved vehicle transmission control whereinthe ordinary gear shift lever is replaced b an adjustable cam shaftmechanism aga ted to be selectively set from the vehic e steering wheelsector to effect a selective operation of the transmission by depressinga clutch pedal.

With the control 'lever 101 ositioned in the position shown in Figurathe control lever pin 80 engages in the sector notch 73. This is thereverse position of the control lever and the connections between saidcontrol lever 101 and the shifter ring 68 act to hold the cam shaft 54in its reverse position as illustrated in Figure 4. In this the reverseposition of the cam shaft a depression of the clutch dal 100 will merelycause the rack 91 and t e inion 56 to rotate the cam shaft 54 throug onehundred and eighty degrees thereby also rotating the positively actingcam 64 upwardly against the cam 21 on the u right 18 of the shifterframe on rod 10. 18 operation acts to move or Shift the shifter rod 10and its respective frame' into reverse position. As shown i`n Figura 3the spring impelled pins 14 act to hold the shifter rods in theiradjusted positions against accidental shifting but do not prevent apositive operation when the control lever 101 is operated. i

To effect a .desired selective o eration of the transmission theoperator o the automobile sim ly moves the control lever 101 on thesector 0 to rmit the control lever pin 80 to engage in t e sector notchcorresponding with the transmission adjustment desired. For example toefiect a low or first speed transmission the control lever is moved topermit the pin 80 to engage in the sector notch 75 marked "1. JThis oeration of the control lever 101 causes t e connecting members 81-88 toswing the Iever 89 so that the pin or roller 90 will act to slide orShift the cam shaft 54 outwardl into the desired selected positionwherein the positive acting cam 65 will lie in the lane of the upri htshifter frame of the s ifter rod 10. e cam shaft is thus set in thedesired position. The clutch peda '100 is now de ressed to swing thelever arm 98 forward y thereby drawing the tie rod 94 and the rack 91forwardly with th'e double acting spring set 93 serving to iveresilience in the locking operation o the transmissiom `Movement of therack 91 forwardly rotates the. Jpinion 56 and thus rotates the cam shaft54 one hundred and eighty degrees. This rotation of the cam shaft causesthe cam 65 to act downwardly against the inner edge or cam 21 of theframe arm 17 on the shifter rod 10 thereby shifting the frame and itsshifter rod 10 forwardly. The shifter fork 24 accordingly slides theclutch collar 40 forwardly into locking engagement with the .dog teethof the low speed herringbone gear 44 thereby looking said gear 44 to themain shaft 34. A low drive is thus transmitted from the clutch shaftmain Adriving gear 27 to the counte'rshaft driving gear 28, then to themain shaft 34 through the countershaft low s eed gear 32 and the mainshaft low speed gear 44 meshing therewith and locked to the mainshaft bythe clutch collar 40. Release of the clutch peda reverses the rotationof the cam shaft to its original or starting position. Any desiredadjustment of the transmission vmay thus be efl'ected by merely settingthe control lever 101 and depressing the clutch pedal.

By referring to Figure 11 it will be noted that the two teeth of thegear 56 are mutilated or cut off to permit the rack 91 to travel out ofengagement with the gear teeth and thus allow for slack motion. Throughthis slack motion an interval isiobtained 1n which the clutch 4 isoperated before the transmission gear lock movement takes place. Themutilated gear arrangement also provides slack at the end of the rackstroke.

Aceidental shifting of the shifter rods 9 and 10 is `prevented by thespring impelled pins 14 which co-act with the notches 13 provided in theshifter rods. The spring supported ball 63 is adapted to be held incoacting relation' with the gear 56 to prevent accidental rotation ofthe cam shaft 55.

The sides .of the neutralizing cams 22, 66 and 67 are formed to per-mitthe same to clear the cams 21 on the upright members 17 and 18 oftheshifter frames when the cam shaft is moved from one position ofadjustment to another.

The shiftable cam shaft 54 is so constructed that desired speed changesand reversing are obtained by the positively `acting cams 64 andco-actin with the frames on the shifter rods 9 an 10. The neutralizingcams 66, 67 and 22 of the cam shaft are adapted when in normal positionto positive y retain or move the shifter rods into neutral position whenthe clutch pedal is operated. The secondary neutralizmg cam 6 is broughtinto operation to return the shifter rod 10 and its frame to neutralposition before a change from reverse or low Ill ial

speed to either second or high speed is effected. The primaryneutralizing cam 66 is used to positively return the shifter rod 9 andits frame to neutral osition before a change from second or hig speed toeither low or reverse is eflected. When the control lever is shifted toco-actwith the sector notch 74 the cam shaft is adjusted to position theintermediate neutralizing cam 22 in the plane of the shifter frame onthe shifter rod 10 thereby also positioning the primary neutralizing cam66 to co-act with the shifter frame on the shifter rod 9 so that if theclutch pedal is operated both of the shifter rods will be moved intoneutral position from any position of adjustment they may happen to bein. If the control lever is moved to co-act with the neutral notch 77 onthe sector the cam shaft is shifted into a osition wherein theintermediate neutra izin cam 22 is disposed in the plane of bone the shiter frame on the shifter rod 9 while the secondary neutralizing cam 67is positioned to co-act with the shifter frame on the shifter rod 10 sothat if the elutch pedal is operated both of the shifter rods will bemoved into neutral lposition from any position of adjustment t ey may bein. It will thus be seen that the shifter rods and their frames arealways returned to or moved through neutral before a change from onespeed to another is efi'ected.

Attention is directed to the steerin wheel Sector 70 of Figure 7 whichshows t e neutral notch 74 considerably deeper than the remainin sectornotches. This arrangement is provi ed for the purpose of positivelyinsuring the operator the exact position of the control lever 101, whenthe sector 70 cannot be properly seen as for instance at ni ht.

when the lever 101 is moved over the sector an o erator can tell by thefeeling that the cam s aft is set for neutral when the latch pin 80springs into engagement with the deep notch 74.

The novel arrangement of the three neutralizing cams with respect to theositively acting cams aflords a cam shaft t e operation or adjustment ofwhich by the operation of the control lever is foo proof, that is, it issuch that the cam shaft will positively be moved into the desiredposition of adjustment from or throu h neutral in both directions ofmovement o the control lever 101 over the-Sector 70.

The employment of intermeshing herrin gears on the transmission mainshat end countershaft prevents longitudinal shifting of said gears, andtherefore the use of herringbone gears is not possible in transmissionsystems at present in use.

The clutch teeth of the speed change collars and gears on thetransmission mainshaft are of tapered or cone sha ed form in order toreduce the noise when t e s eeds of rotation of the clutch collars anthe clutch gears when brought together are very difl'erent.

Attention is also called to the fact that the cone shaped teeth beinginclined at an angle of forty-five degrees save in space since the toothspaces run into the gear blanks thereby permitting the width or lengthof the speed change collars and gears to be reduced to a minimum.

I am aware that numerous details of construction may be varied through awide range without departing from the principles of this invention, andI therefore do not purpose limiting the patent granted otherwise thannecessitated by the prior art.

I claim as my invention:

1. The combination with a transmission, of a mechanism for efi'ecting anadjustment `of the transmission, a pmion engaged on said mechanism,spring controlled means engaging said pinion tol hold the same againstaccidental rotation, a rack in mesh With said pinion, a tie rod, adouble sprin set connecting said rack and tie rod, a Iever connected tosaid tie rod, and a foot pedal for Operating said lever to effectrotation of said mechanism and adjustment of the transmission.

2. A transmission device comprisin a casing, speed chan e mechanisms terein, shifter rods in sai casing, shifter members thereon for co-actionwith said speed change mechanisms, a housing on said casing enclosinsaid shifter members, a inion suporte thereon, a shaft journal ed insaid ousing and projectin through said pinion, a plurality of cams ormedon said shaft, means for adjustably shifting said shaft for selectivelsetting said cams with respect to said s ifter members, and means forrotating said pinion and said shaft to cause the selected cams to co-actwith said shifter members to efl'ect a selective operation of the speedchange mechanisms.

In testimony whereof I have hereunto subscribed my name in the presenceof two subscribing witnesses:

CARLYLE B. FUNK.

Witnesses:

Fnan E. Panama, EARL M. Hmmm.

